i need anyone wth information on any m62 supercharged ecotecs help in here. I'm very strongly thinking supercharging the 2.2 would be a cheaper way to reach my power goals. I need to know if there would be any fabricating of the 2.2 cavalier supercharger kit that would be required to fit it on the cobalt 2.2. This would be a MUCH cheaper way to go about FI, as the cavalier kits only run about $2700, opposed to Garrets $3700. As far as tuning goes, if SCT doesnt release their ability to make custom tunes with the 2.2, then i was thinking of tuning through the AEM F/IC. Does anyone know of any issues that could possibly arise from this project? I dont want to buy the cavi supercharger kit, only to realize that after the added cost you would need to fabricate everything to match the cobalts 2.2, that it would have in the end been cheaper to get the garrett kit.
thanks for any of your help

 

why not buy what you need off of guys on the site. it will prob run you less. and its designed for the cobalt. superchargers have already been put on 2.2's. tuning is the only issue. the AEM might actually work

 

the only way i could buy all the parts required from people off this site would be if someone was doing a turbo swap or a similar full swap, and its rare to find people doing this
i did consider this idea though

 

well the expensive piece is gonna be the supercharger and it seems like there is a new one for sale every other day. give it time and save some money. I guarantee someone is gonna do a swap and they will be looking to dump the SC

 

im just trying to look for new parts instead of used ones

 

You can do that, or buy the parts directly from your parts guy at your local dealer. Buy the M62 and intake manifold for the 2.0 and it may come out to cheaper. You would then just need a heat exchanger and tuning.

 

from what I've seen, the ss/sc supercharger/manifold setup bolts right up to our head, then you just need to get a belt long enough to run the s/c, a heat exchanger(there's a how-to where the guy did it for about a bill), and a way to tune. I've heard that there's a piggyback afm out that works for us now but the only way that I'm sure of(that's easy) is a 1:1 regulator and some time with a wideband(watch what size you choose for your injectors because volume/pressure is really important with this method). Either way you're probably going to need a voltage based map clamp and a maf translator.

I would go with an ss s/c setup just cause it'll be easier and cheaper. As far as the new parts, I would at least buy the manifold and injectors used... considering it's real easy to check if they're good, then buy the s/c new from a dealer.

 

just do what yellowshowbalt did..strap a supercharger on that thing, and then use the AEM F/IC for tuning..if he can get away with 15 psi and NONE, i'm sure you could get away with 15 psi and a piggyback...

 

MAP clamp to prevent map overvoltage DTC, MAFT I wouldn't use though.

The AEM FIC uses o2 feedback to alter airflow readings. Using a MAFT will probably cause reduced power mode issues (p0068 DTC) since you are modifying the MAF to a large extent without also modifying the MAP to the same degree.

 

well there ya go

 

talk to yellowshowbalt, he has his 2.2 supercharged and sawped out his blown up stock trany with the getrag from a 2.0

 

i know the basics of tuning, but not enough to understand what the hell your saying....help? and ill shoot yellowshowbalt a pm
thanks guys

 

Take this with a grain of salt as I haven't personally used the AEM unit to tune a car yet. I simply have the software and its interface is much like other piggybacks I'm used to such as Greddy eManage.

The AEM FIC will be able to tune for a supercharger or a turbo without a problem if it does everything they claim it will.

Heres a list of what it needs to do on a manual transmission car for it to be able to work correctly.

Airflow Tune via o2 feedback - This allows all throttle correlation checks to run if this method is used to adjust airflow parameters for trims. Altering the oxygen sensor's signal you still maintain correct and accurate maf, tps, and map readings which allow the dtc p0068 to run and pass, preventing limp mode and maintaining throttle control. This allows you to use a scan tool such as an interceptor or dashhawk and adjust the o2 signal until your trims come near to 0. This also eliminates any type of power enrichment mode delay that may be programmed into the stock PCM's calibration. Also you can have control over larger injectors during cruise/part throttle.

Airflow/Enrichment Tune via pulse width modification - Obviously when you're in boost you need to be able to have precise air-fuel control and also be able to choose your burn mixture. Your stock NA car may be set to run at lean best torque now, but when you're FI you may want a mixture closer to rich best torque. This also allow for control in PE for different injectors.

Ignition Tune - Obviously on a boosted engine you can't run as much timing without knock due to higher cylinder pressure. This is a must have feature. On AEM's forum they mentioned they used a Cobalt as 1 of 3 original test cars due to the weird cam/crank setup. The FIC alters incoming ckp and cmp signals to adjust timing.

MAP clamp - When using a power adder you now run positive manifold pressure (boost) and your MAP cannot read this increase in pressure above atmospheric. When you reach a level over atmospheric with your stock MAP sensor, it will in turn throw a check engine light for the map sensor being over voltage. This has to be clamped shy of the over voltage level to prevent this from happening or you will fail an emissions check.

 

now..i get most of that...but whats a maft? lol

 

my guess would be Mass Air Flow.... but i dont know what the T would stand for, guess its time to google that one lol

 

lol let me know what it means to. i think its just a more advanced MAF sensor.

 

Mass Air Flow Translator, read the posts above his

 

That is incorrect. He had a F23 tranny with LSD put in, not the F35 tranny from the LSJ.

About the FIC. Go to AEM's forum and download the software. You can see how simple the GUI is. There are many different ways you can tune the car. One being o2 feedback. Which means this. You alter the signal the o2 signal going to the ECU so that car THINKS its running either lean or rich to give you your desired AFR. Thats how you can tune the car for partial throttle and in closed loop.(Closed loop is when your car keeps the AFR at 14.7). If you were to tune the car strictly by altering the pulse width, the o2 sensor will see the car is running too rich and will attempt to pull fuel. That will cause the computer to see a change in fuel trim. You would then have to alter the o2 signal in the oposite direction so that the fuel trim always stays at 0. If the fuel trim is altered one direction too much, it will throw you into limp mode. You would also have to use the FIC to clamp the MAF so that it doesnt go out of sync with the MAP as Witt has stated above...

If you are going to run larger injectors with the FIC, you will need to set your fuel map(not o2 fuel map) to read -XX%. That XX% is the % difference in fuel the larger injectors are compared to the stock injectors. Here is a section from the FIC's Tuning tips pdf about how to calculate the % of the bigger injectors.

------------FIC_Tuning_Tips_for_30-1910.pdf------------------

If you are using the stock injectors, you should be able to wire in the F/IC and start the
engine without making any changes to the base calibration as no change in fuel quantity
is required. If larger aftermarket injectors are installed, the fuel map must be adjusted to
compensate for the larger flow rate of the aftermarket injectors.
Correction = ( stock injector / new injector ) - 1
Example: 240cc to 370cc lb/hr injectors: = 240/370 - 1 = -35%
After adjusting the fuel map, the vehicle should start and idle as it did with the factory
injectors.

The 2.2 has a stock injector size of 24lb/hr. That makes it a 252cc injector. If you want to run larger injectors on my car it would come out to:

(32lb/hr)252/336 - 1 = -25%

(42.5lb/hr)252/446.25 - 1 = -43.52%

(60lb/hr)252/630 - 1 = -60%

So now EVERY field/cell in your Fuel map will start with that negative percentage so the car then runs stock. From there you would then just have to adjust the MAP(boost) vs RPM map for fuel under boost. Pretty easy =P

 

^^^^Holy crap.... i dont know how but I actually understood that + for sw4y for being knowledgeable and breaking it down so that a 5 year old could understand

 

Excellent post sw4y. BTW, I saw on their forums that you mentioned picking up an AEM unit back in June. You get it yet and if you did, any success?

 

I have the software dl'd but is there a way to play with it without having a unit? So that one could get use to the interface and tuning without having this hooked up and running? or no?

 

Thanks Witt, means a lot coming from one of the most knowledgable person on the board.

Its been a really hard time trying to get my funds back up to where i had them in May. My mom has been going through a really rouch time with my family because of a new lifestyle she has come to discover, which my family is having a hard time excepting. A lot of things have changed and i have been the one who has had to repair/help the situation(its hard when shes in PA). I also had to travel to socal for my brothers wedding which took the rest of my savings for my car. I will be ordering the unit either this week or next week and will let you guys know how it works on my new motor. I have to break in the new motor and plan on installing the larger injectors toward the end of the breakin period(Breakin time will be 1000 miles). I will report on how the car drives on the 60lb injectors. So if anyone was wondering why my build has taken so long, there you go(to whoever - repped me for it... your the tool)

 

Thanks for the kind words, but I think you meant to type that I have the most amount of gullible friends who let me work on their cars.

Please keep us updated on your progress, especially with the FIC. A lot of us are extremely curious as to how well this works out. I've always been a fanboi of AEM products and I hope they don't let us down.

 

Haha, for sure man.

Ohh trust me you will know when its done. I already have a wiring diagram for 05-06 balts made, and pics of my build. i will have everything in a thread including dyno numbers all at one time. no half asses crap like everyone else has done. I will not post anything about it unless i have everything done. Pics, Dyno, Videos, etc... Look for it in the coming weeks =P (funds should permit it lol)

Also, if anyone has a car ready to test out the FIC, let me know, i am willing to help out and i can also get it for much less then whats listed on AEM's site. (thats if my results dont come in fast enough)

 

okay....from what i'm hearing on the ecotec forums...the cavalier kit will also be a direct bolt on to the cobalt with no fabrication involved. i already have a seller of a kit used with 5k miles on it. does ANYONE know of ANY reason the kit wouldn't completely swap over? (minus tuning)

does anyone know of a way i can ask GM directly? i wouldnt really trust a dealer if i asked them...so is there a GM site i can send an email too with this question?

and finally...as far as the AEM...it sounds like the major issue here is that it would all work in theory...but no one has ever tested it....is this true?
oh yea...+rep for sway and witt